View source for Metrorail (Miami-Dade County)

{{Short description|Rapid-transit rail system in Miami, Florida}}
{{About|the Metrorail rapid transit system in Miami and Miami-Dade County|other uses|Metrorail (disambiguation){{!}}Metrorail}}
{{Use mdy dates|date=February 2024}}
{{Good article}}
{{Infobox public transit
| name = Metrorail
| image = MDTMetro.svg
| alt = Miami Metrorail Logo
| imagesize = 54px
| image2 = Miami Metrorail Hitachi train 20190117.jpg
| alt2 = Metrorail livery circa 2019
| imagesize2 = 250px
| caption2 = A northbound Orange Line train arriving at [[Miami Intermodal Center|Miami International Airport]]
| owner = [[Miami-Dade Transit]]
| locale = [[Miami-Dade County, Florida]], U.S.
| transit_type = [[Rapid transit]]
| lines = 2 (Green/Orange Line)
| line_number = 
| stations = 23
| daily_ridership = {{American transit ridership|FL Miami HR daily}} ({{American transit ridership|dailydate}}){{American transit ridership|dailycitation}}
| annual_ridership = {{American transit ridership|FL Miami HR annual}} ({{American transit ridership|annualdate}}){{American transit ridership|annualcitation}}
| website = {{Official website}}
| began_operation = {{Start date and age|1984|5|20}}
| operator = [[Miami-Dade Transit]] (MDT)
| train_length = 4 or 6 car trainsets
| headway = {{plainlist|
* 5* – 10 minutes (peak hour);
* 7½* – 15 (off peak);
* 10* – 20 (weekends);
}}{{#tag:ref| *Where the Green and Orange lines run together. No service from approximately 12 a.m. to 5 a.m.|name=doubleline|group=lower-alpha}}
| system_length = {{convert|24.4|mi|km|abbr=on}}
| track_gauge = {{Track gauge|ussg|allk=on}}
| el = {{750 V DC|conductor=third rail}}<ref>{{Cite web|url=http://italy.hitachirail.com/en/miami-dade-county_385.html|title=Miami Dade County {{!}} Hitachi Rail Europe|last=Ltd|first=White October|website=italy.hitachirail.com|language=en|access-date=January 2, 2018|archive-date=May 11, 2019|archive-url=https://web.archive.org/web/20190511055318/http://italy.hitachirail.com/en/miami-dade-county_385.html|url-status=dead}}</ref>
| average_speed = {{convert|27|-|31|mph|km/h|abbr=on|0}}<ref name="MetroMag"/>
| top_speed = {{convert|58|mph|km/h|abbr=on|0}}<ref name="MetroMag">{{cite web|url=http://www.metro-magazine.com/Article/Story/2010/08/Miami-airport-extension-progressing.aspx|title=Miami airport extension progressing|date=August 2010|author=Metro staff|publisher=Metro Magazine|access-date=January 3, 2012}}</ref>
| map = {{switcher
| {{maplink-road|from=Metrorail (Miami-Dade County).map}}
| Show interactive map
| [[File:Metrorail (Miami-Dade County) system map.svg|275px]]
| Show static map
| {{Metrorail (Miami-Dade County)|inline=y}}
| Show route diagram
}}
| start = 
| end = 
| chief_executive = Eulois Cléckley
| character = 
| vehicles = 
| map_state = 
| caption = 
| area served = 
}}

'''Metrorail''' is a [[rapid transit]] system in [[Miami]] and [[Miami-Dade County, Florida|Miami-Dade County]] in the U.S. state of [[Florida]]. Metrorail is operated by [[Miami-Dade Transit]] (MDT), a departmental agency of Miami-Dade County. Opened in 1984, it is Florida's only rapid transit metro system, and is currently composed of two lines of 23 stations on {{convert|24.4|mi|km}} of [[standard gauge]] track.
Metrorail serves the urban core of Miami, connecting [[Miami International Airport]], the [[Health District (Miami)|Health District]], [[Greater Downtown Miami|Downtown Miami]], and [[Brickell]] with the northern developed neighborhoods of [[Hialeah, Florida|Hialeah]] and [[Medley, Florida|Medley]] to the northwest, and to suburban [[The Roads]], [[Coconut Grove]], [[Coral Gables, Florida|Coral Gables]], and [[South Miami, Florida|South Miami]], ending at urban [[Dadeland, Florida|Dadeland]] in [[Kendall, Florida|Kendall]]. Metrorail connects to the [[Metromover]] in Downtown, which provides metro service to the entirety of Downtown and [[Brickell]]. Additionally, it connects to South Florida's [[commuter rail]] system at [[Tri-Rail and Metrorail transfer station|Tri-Rail station]], as well as [[Metrobus (Miami-Dade County)|Metrobus]] routes at all stations. In {{American transit ridership|annualdate}}, the system had {{American transit ridership|FL Miami HR annual}} rides, and about {{American transit ridership|FL Miami HR daily}} per day in {{American transit ridership|dailydateasof}}.

In 2012, Metrorail opened its 23rd station, [[Miami Intermodal Center|Miami International Airport station]], at [[Miami International Airport]] (MIA), beginning service on a newly created 16-station Orange Line between the MIA and {{stn|Dadeland South}} stations. The new line has helped increase ridership significantly, adding millions of riders per year<ref name="AirportLinkvideoCounty">{{cite web|url=http://miamidade.gov/wps/PA_1_TC5RNSJDM7JC0027AB79NQ10L5/ondemand_view.jsp?itemid=292647&play=HiRes|title=AirportLink|publisher=Miami-Dade County|year=2011|access-date=January 5, 2012|archive-url=https://web.archive.org/web/20160109215627/http://miamidade.gov/wps/PA_1_TC5RNSJDM7JC0027AB79NQ10L5/ondemand_view.jsp?itemid=292647&play=HiRes|archive-date=January 9, 2016|url-status=dead|df=mdy-all}}</ref> and allowing residents and visitors alike direct access from MIA to [[Downtown Miami]], as well as greater connectivity between various modes of transit throughout Miami-Dade County. The station provides direct service to [[Tri-Rail]] [[commuter rail]], [[Greyhound Lines]] intercity bus, and the [[Miami Intermodal Center|Rental Car Center]].

==History==
===Construction===
[[File:Guideway construction.jpg|thumb|left|Metrorail viaduct under construction at {{stn|Douglas Road}} in [[Coral Gables, Florida|Coral Gables]] during the early 1980s]]
[[File:Construction of Metrorail station in Miami.jpg|thumb|left|Construction of [[Government Center station (Miami)|Government Center]] (1984)]]
[[File:Metrorail historic photo.jpg|thumb|left|Early photo of a northbound Metro train approaching {{stn|Brickell}}]]
[[File:Miami's Metrorail traveling above the traffic.jpg|thumb|left|Northbound Metrorail traveling above [[U.S. Route 1 in Florida|South Dixie Highway]]]]
In 1964 the Miami Urban Area Transportation Study was initiated by the Dade County [[metropolitan planning organization]]. It was completed in 1971 and recommended the construction for a rapid transit system for Greater Miami.<ref name="History1970s">{{cite web|url=http://www.miamidade.gov/transit/about_history_1970.asp|title=History 1970s|publisher=Miami-Dade County|access-date=January 16, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120302150225/http://www.miamidade.gov/transit/about_history_1970.asp|archive-date=March 2, 2012}}</ref> Having experienced a prolonged post-[[World War II]] population boom, metropolitan Dade County's permanent population rose by 35% to nearly 1.3 million residents within a decade, among the fastest population growth rates in the United States.<ref name="CensusScope">{{cite web|url=http://www.censusscope.org/us/s12/c86/chart_popl.html|title=Miami-Dade County Population Growth|publisher=CensusScope.org|access-date=January 5, 2012}}</ref> Within a year of the study, county residents approved a $132.5 million (${{Inflation|US|132.5|1972|r=1}} million, adjusted for current inflation) [[municipal bond|bond]] dedicated to transit, with additional funding approved by the [[Florida Legislature]] for transit which, up until that time, operated solely on fare revenue. In 1976, with preliminary engineering completed for the system, the [[Federal Transit Administration]] (FTA, then, the Urban Mass Transit Administration) committed 80% of the costs for the first stage of rapid transit system, with the county and state incurring the remaining cost. In the end the system cost over a billion dollars.<ref name="aboutmetrorail">{{cite web|url=http://www.miamidade.gov/transit/about_metrorail.asp|title=Metrorail Facts|publisher=[[Miami-Dade County]]|access-date=December 27, 2011|url-status=dead|archive-url=https://web.archive.org/web/20111224161219/http://www.miamidade.gov/transit/about_metrorail.asp|archive-date=December 24, 2011}}</ref>

In April 1979, the [[Interstate Commerce Commission]] ratified an agreement between the [[Florida East Coast Railway]] and Dade County to transfer the [[Right-of-way (transportation)|right-of-way]] along [[U.S. Route 1 in Florida|US 1]] to Miami-Dade Transit, then named the Metro Transit Agency. [[Groundbreaking]] for the system the [[county commission]] voted to be named "Metrorail" (working name was DART - Dade Area Rapid Transit)<ref name="smiling">{{cite news|url=https://news.google.com/newspapers?nid=1346&dat=19780523&id=WVRNAAAAIBAJ&sjid=qfoDAAAAIBAJ&pg=5354,7018267&hl=en |title=So Why Is Fred Jones Smiling About Public Transport? |work=[[Lakeland Ledger]] |date=May 23, 1978 |publisher=[[The New York Times Company]] |page=2B |via=[[Google Books]] |access-date=November 23, 2015}}</ref> took place at the site of what would become University station in June. Construction began in December 1980 with placing of a [[double-tee]] guideway [[girder]] near the [[University of Miami]]. The entire original {{convert|21|mi|km|0|abbr=on}} line contained 2,704 girders, constructed at a cost of $55,887,830.<ref name="History1980s">{{cite web|url=http://www.miamidade.gov/transit/about_history_1980.asp|title=History 1980s|publisher=Miami-Dade County|access-date=January 14, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120302151223/http://www.miamidade.gov/transit/about_history_1980.asp|archive-date=March 2, 2012}}</ref> In June 1983, the first segment of Metrorail, 10 stations from Dadeland South to Overtown (now "Historic Overtown/[[Lyric Theater (Miami, Florida)|Lyric Theatre]]") was completed with the construction of the [[Miami River (Florida)|Miami River]] Bridge. Revenue operation commenced on May 20, 1984, with 125,000 taking the free first-day service from [[Pinecrest, Florida|Pinecrest]]/Dadeland to Overtown.<ref name="twoofakind"/>

In 1984 [[Rockne Krebs]] created an urban-scale neon sculpture multicolored light installation called [[The Miami Line]] that stretches {{convert|1,540|ft|m}} across the Metrorail bridge over the Miami River. Additional segments between Earlington Heights and Okeechobee opened between December 1984 and May 1985. In March 1989, a temporary station was opened to provide a connection to the newly opened [[Tri-Rail]] [[commuter rail]] line, with the now permanent station officially opening in June. Preliminary engineering for a rapid transit extension to the [[Florida State Road 826|Palmetto Expressway]] began in 1996 with [[Palmetto station]] opening in May 2003. As far as operational costs, revenues expected for 2006 were $17.15 million, while expenses budgeted for 2006 were $41.29 million. These historic figures became the last the Miami Dade Transit Authority ever disclosed, and are the figures still displayed on today's Miami-Dade Transit webpage as of January 2012.<ref name="aboutmetrorail"/>

With the area having a generally low [[population density|density]] and lacking [[transit-oriented development]],<ref name="fectrirailprivatization">{{cite web|url=http://www.bizjournals.com/southflorida/blog/2011/08/tri-rail-privatization-studied-as-way.html?page=all|title=Tri Rail privatization studied as way to add FEC commuter service|author=Gale, Kevin|date=August 24, 2011|work=[[South Florida Business Journal]]|access-date=October 13, 2011}}</ref> the Metrorail was designed as a [[park and ride]] system, with the idea being that suburban residents would drive to the stations, then commute the rest of the way into the city. Nearly all of the stations outside of downtown Miami have parking facilities, except Tri-Rail station. Several have large [[parking garage]]s, such as {{stn|Dadeland North}} and [[Dadeland South station|South]] stations, located at the southern end of the system, which combined have space for over 3,000 cars.<ref name="DadelandNorth">{{cite web|url=http://www.miamidade.gov/transit/rail_dadeland_north.asp|title=Dadeland North Metrorail Station|publisher=Miami-Dade County|access-date=January 15, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120130180500/http://www.miamidade.gov/transit/rail_dadeland_north.asp|archive-date=January 30, 2012}}</ref><ref name="DadelandSouth">{{cite web|url=http://www.miamidade.gov/transit/rail_dadeland_south.asp|title=Dadeland South Metrorail Station|publisher=Miami-Dade County|access-date=January 15, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120130172529/http://www.miamidade.gov/transit/rail_dadeland_south.asp|archive-date=January 30, 2012}}</ref> [[Earlington Heights]], located just northwest of Downtown and adjacent to [[Interstate 95 in Florida|Interstate 95]] and the [[Florida State Road 112|Airport Expressway]], has a large garage that was formerly dedicated to Metrorail riders. However, that is now used by the county due to the station's low ridership,<ref name="ReportsArchive"/> with only 95 vehicle spaces currently available.<ref name="EHeightsstation">{{cite web|url=http://www.miamidade.gov/transit/rail_earlington.asp|title=Earlington Heights Metrorail Station|publisher=Miami-Dade County|access-date=January 15, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120106065302/http://www.miamidade.gov/transit/rail_earlington.asp|archive-date=January 6, 2012}}</ref> The successful Dadeland garages are at or over capacity, with two of Metrorail's proposed extensions, the West Kendall Corridor and South Link, intended to help alleviate them.<ref name="takenforaride"/> The two northernmost stations, which are located near the [[Palmetto Expressway]], Palmetto and Okeechobee, appeal to [[Broward County, Florida|Broward County]] commuters with nearly 2,000 combined spaces.<ref name="PalmettoStation">{{cite web|url=http://www.miamidade.gov/transit/rail_palmetto.asp|title=Palmetto Metrorail Station|publisher=Miami-Dade County|access-date=January 15, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120130123433/http://www.miamidade.gov/transit/rail_palmetto.asp|archive-date=January 30, 2012}}</ref><ref name="OkeechobeeStation">{{cite web|url=http://www.miamidade.gov/transit/rail_okeechobee.asp|title=Okeechobee Metrorail Station|publisher=Miami-Dade County|access-date=January 15, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120130133602/http://www.miamidade.gov/transit/rail_okeechobee.asp|archive-date=January 30, 2012}}</ref> Additionally, the proposed North Corridor to the [[Broward County, Florida|Broward]]/Miami-Dade county line would have included five park and ride facilities totaling 2,650 spaces.<ref name="NorthCorridorWord">{{cite web|url=http://www.fta.dot.gov/documents/Mia1AA.doc|title=North Corridor Metrorail Extension|publisher=[[Federal Transit Administration]]|date=November 2003|access-date=January 16, 2012|url-status=dead|archive-url=https://web.archive.org/web/20100528020534/http://www.fta.dot.gov/documents/Mia1AA.doc|archive-date=May 28, 2010}}</ref> In the late 1990s, the plan was to potentially even continue the Metrorail line into Broward County along 27th Avenue (University Drive), ending at [[Florida State Road 842|Broward Boulevard]] near [[Broward Mall]] in [[Plantation, Florida|Plantation]].<ref name="linkbrowarddade">{{cite news|url=http://articles.sun-sentinel.com/1996-02-19/news/9602180205_1_broward-boulevard-broward-county-metrorail|title=Metrorail Plan Would Link Broward, Dade|work=[[Sun Sentinel]]|author=Bradberry, Angela|date=February 19, 1996|access-date=January 19, 2012|archive-date=May 24, 2013|archive-url=https://web.archive.org/web/20130524062204/http://articles.sun-sentinel.com/1996-02-19/news/9602180205_1_broward-boulevard-broward-county-metrorail|url-status=dead}}</ref>

===Ridership growth and transit tax===
{{externalvideo|video1=[https://www.youtube.com/watch?v=rk3fV_7pRmo Summer of '84: Tracking Metrorail's First Day]}}
[[File:Passengers aboard the Metrorail in Miami.jpg|thumb|right|Passengers aboard Metrorail during the mid-1980s]]
[[File:Miami's Metrorail.jpg|thumb|right|Southbound Metrorail train heading to {{stn|Culmer}} during the late 1980s]]

After the initial segment of the single Green Line opened, Metrorail saw less than 10,000 riders per day. This increased to 15,000 after the rest of the line and stations opened in late 1984 and 1985.<ref name="ReaganSun"/> After running out of money due to [[cost overrun]]s, the originally planned to be {{convert|50|mi|km|0}} system consisting of several lines was never completed, and lack of transit-oriented development along the single line led to the system being regarded as a [[boondoggle (project)|boondoggle]]. President [[Ronald Reagan]] commented that, given the low number of riders, it would have been cheaper to buy them all a limousine than the billion dollar cost of building and subsidizing the system.<ref name="letsexpandmetrorail">{{cite web|url=http://criticalmiami.com/index.php?id=335|title=Let's expand Metrorail|publisher=Critical Miami|date=December 29, 2005|access-date=January 14, 2012}}</ref> The federal subsidy was approximately $800 million of the $1.02 billion used to fund the line. Ridership was up to 15,000 after the rest of the line had opened.<ref name="ReaganSun">{{cite web|url=http://articles.sun-sentinel.com/1985-03-06/news/8501080768_1_metrorail-subsidy-stations|title=Reagan Off Target On Metrorail|work=[[Sun Sentinel]]|date=March 6, 1985|access-date=January 19, 2012|archive-date=May 24, 2013|archive-url=https://web.archive.org/web/20130524065954/http://articles.sun-sentinel.com/1985-03-06/news/8501080768_1_metrorail-subsidy-stations|url-status=dead}}</ref> Ridership continued to grow in the late 1980s, with an [[edge city]]-like area known as [[Dadeland]] in suburban Kendall growing up around the southern terminus of the line at {{stn|Dadeland North}} and {{stn|Dadeland South}} stations. Consequently, the southern nine stations from Kendall to Downtown Miami have higher ridership than the northern end.<ref name="ReportsArchive"/> This part of the system also has a higher average speed, having fewer curves and long distances between stations as it follows the congested [[South Dixie Highway]].<ref name="takenforaride"/> During the 1990s, ridership growth was relatively stagnant, however, and Metrorail remained the subject of criticism.<ref name="BulletTrainLessons1998">{{cite news|url=http://articles.sun-sentinel.com/1998-03-16/news/9803130148_1_bullet-train-tri-rail-metrorail|title=Bullet Train Lessons In Past Rail Projects|work=[[Sun Sentinel]]|date=March 16, 1998|author=Frame, Clifford|access-date=January 17, 2012|archive-date=May 24, 2013|archive-url=https://web.archive.org/web/20130524043950/http://articles.sun-sentinel.com/1998-03-16/news/9803130148_1_bullet-train-tri-rail-metrorail|url-status=dead}}</ref> At this time, ridership was up to about 50,000 per day, about a quarter of the original ridership estimate.<ref name="pennytaxbillions">{{cite news|url=http://articles.sun-sentinel.com/1999-07-17/news/9907161416_1_sales-tax-sales-tax-ballot-language|title=Penny-tax Ruling May Cost Billions|work=[[Sun Sentinel]]|date=July 17, 1999|author1=Weaver, Jay|author2=Schuster, Karla|access-date=January 17, 2012|archive-date=May 24, 2013|archive-url=https://web.archive.org/web/20130524045646/http://articles.sun-sentinel.com/1999-07-17/news/9907161416_1_sales-tax-sales-tax-ballot-language|url-status=dead}}</ref>

Although the original referendum for a one-cent transit sales tax increase had failed in 1999,<ref name="NorthCorridorWord"/> a half-cent sales surtax (Charter County Transit System Surtax)<ref name="newcarsmemorandum">{{cite web|url=http://www.miamidade.gov/COB/library/2008_Resolution/2008_401-500/R-488-08.pdf|title=Memorandum|date=May 6, 2008|publisher=Miami-Dade County|access-date=January 19, 2012|url-status=dead|archive-url=https://web.archive.org/web/20130603064241/http://www.miamidade.gov/COB/library/2008_Resolution/2008_401-500/R-488-08.pdf|archive-date=June 3, 2013}}</ref> increase was passed by a two-to-one margin by Miami-Dade County voters in November 2002,<ref name="AirportLinkvideoCounty"/> with the intention being for the revenue to go fully towards the funding of new transit lines, including the Metrorail Orange Line, new bus routes, and increased service. Metrorail briefly ran a 24-hour hourly service from 12am to 5am and rush hour peak headways were reduced to 6 minutes, but the idea of the transit tax was sold to voters as being able to fund up to {{convert|88.9|mi|km}} of additional Metrorail track by the 2030 long range plan, beginning with a completion of an Orange Line north corridor and east–west line by 2016. As it turned out, Miami-Dade Transit was running a deficit and used some of the tax to close the books, as well as using some to hire new staff, pay rent, and buy furniture for their new headquarters at the [[Historic Overtown/Lyric Theatre station]]. By the [[late 2000s recession]], it was realized that only the {{convert|2.4|mi|adj=on}} AirportLink of the Orange Line would be funded, and after service cuts in 2008, Metrorail was running fewer trains than before the tax was passed.<ref name="gascostsrise2011">{{cite web|url=http://www.masstransitmag.com/news/10255359/as-gas-costs-climb-ridership-on-metrorail-is-rising|title=As Gas Costs Climb, Ridership on Metrorail is Rising|author=Miami Herald|publisher=Mass Transit Mag|year=2011|access-date=December 28, 2011}}</ref> In response to all this, ''[[The Miami Herald]]'' published a comprehensive [[investigative journalism|exposé]] titled "Taken For A Ride, How the transit tax went off track", detailing all of the promises that were not kept as well as what money was misspent and how.<ref name="takenforaride">{{cite news|url=http://www.miamiherald.com/multimedia/news/transit/p1-graphic.html|title=Taken For A Ride|date=June 2009|work=[[The Miami Herald]]|access-date=January 12, 2012|archive-url=https://web.archive.org/web/20081203121548/http://www.miamiherald.com/multimedia/news/transit/p1-graphic.html|archive-date=December 3, 2008|url-status=dead}}</ref> Despite the service cuts, due to the rise in energy prices and ever-increasing congestion, as well as a significant amount of residential development in the downtown area, ridership continued to grow during the 2000s, averaging well over 60,000 weekday riders throughout 2011.<ref name="ReportsArchive">{{cite web|url=http://www.miamidade.gov/transit/news_technical_reports_archive.asp |title=Ridership Technical Reports Archive |publisher=Miami-Dade County |access-date=January 5, 2012 }}{{dead link|date=November 2016 |bot=InternetArchiveBot |fix-attempted=yes }}</ref><ref name="OtherReportsArchive">{{cite web|url=http://www.miamidade.gov/transit/news_technical_reports.asp |title=Ridership Technical Reports |publisher=Miami-Dade County |year=2011 |access-date=January 14, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20111215102844/http://www.miamidade.gov/transit/news_technical_reports.asp |archive-date=December 15, 2011 }}</ref> However, this is still short of the 1985 estimate of 75,000 daily riders that were expected by the end of that year.<ref name="ReaganSun"/> The transit tax also funded improvements to the adjoining [[Metromover]] system, including removal of the 25 cent fare, with the idea that higher ridership on the system would lead to higher Metrorail ridership, as well as the realization that the cost of fare collection exceeded fare revenue.<ref name="twoofakind">{{cite web|url=http://web1.ctaa.org/webmodules/webarticles/articlefiles/rail/rail19/Miami_Metrorail_Metromover.pdf|title=Two of a Kind: Miami's Metrorail & Metromover|author=Holle, Gena|publisher=Community Transportation Association|access-date=January 14, 2012|archive-url=https://web.archive.org/web/20120401005856/http://web1.ctaa.org/webmodules/webarticles/articlefiles/rail/rail19/Miami_Metrorail_Metromover.pdf|archive-date=April 1, 2012|url-status=dead}}</ref>

===Orange Line and Airport extension===
[[File:MCS June 2011.jpg|thumb|right|Construction on the now complete [[Miami Intermodal Center|Miami International Airport]] as of June 2011]]
[[File:Miami Central Metrolink Construction - May 2011.jpg|thumb|right|Construction of elevated track leading to [[Miami Intermodal Center|Miami International Airport]] May 2011.]]

The original Metrorail line was initially planned to be built to the airport, but due to political pressure and lobbying was instead directed to its current alignment around the airport and to [[Hialeah]].<ref name="heraldairportlink90%">{{cite news|author=Chardy, Alfonso|url=http://www.miamiherald.com/2012/01/02/2570929/metrorail-line-to-miami-international.html|title=Metrorail line to Miami International Airport almost complete|publisher=Miami Herald|date=January 2, 2012|access-date=December 2, 2011}}</ref> In May 2009, Miami-Dade County broke ground on the '''AirportLink''' project, a {{convert|2.4|mi|km|adj=on}} extension of Metrorail connecting the existing [[Earlington Heights station]] to the [[Miami Intermodal Center]] (MIC), located adjacent to [[Miami International Airport]]'s rental car center. The AirportLink was considered a vital component of the People's Transportation Plan (PTP), which Miami-Dade voters approved in 2002. The bulk of the funding for the $506 million project came from the plan's half-penny tax, with the [[Florida Department of Transportation]] (FDOT) contributing $101.3 million. Construction commenced in May 2009, and service on the new Orange Line began on July 28, 2012, with the project completed on time and under budget.<ref>{{Cite web|url=http://metroatlantic.wordpress.com/2012/09/03/miami-metro-orange-line-inauguration/|title = Miami Metro Orange Line inauguration|date = September 3, 2012}}</ref><ref name="MIA Central Station">{{cite web|url=http://www.miami-airport.com/cip_miami_central_station.asp|title=Miami Central Station (MCS)|publisher=MDAD ([[Miami International Airport]])|access-date=January 14, 2012|archive-date=January 11, 2012|archive-url=https://web.archive.org/web/20120111024331/http://www.miami-airport.com/cip_miami_central_station.asp|url-status=dead}}</ref><ref name="airportlinkofficial">{{cite web|url=http://www.miamidade.gov/transit/improve_airport.asp|title=AirportLink Metrorail Extension Project|publisher=Miami-Dade County|date=November 2011|access-date=December 29, 2011|url-status=dead|archive-url=https://web.archive.org/web/20111228011256/http://www.miamidade.gov/transit/improve_airport.asp|archive-date=December 28, 2011}}</ref> At the MIC, the Orange Line connects to [[Tri-Rail]], [[Greyhound Lines|Greyhound]] intercity buses, and the [[MIA Mover]], the airport's people mover.

===Transit-oriented development===
In addition to private development, several [[Joint venture|joint-development]] affordable housing projects have recently been constructed along the Metrorail line with the intent of increasing ridership through transit-oriented development. These projects include {{stn|Santa Clara||Metrorail}} apartments, {{stn|Brownsville}} Transit Village,<ref name="MDTBrownsvilleTV">{{cite web|url=http://www.miamidade.gov/transit/about_joint_brownsville.asp |title=Joint Development Project - Brownsville |publisher=Miami-Dade County |access-date=January 14, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20111215080022/http://www.miamidade.gov/transit/about_joint_brownsville.asp |archive-date=December 15, 2011 }}</ref> and The Beacon, which is located near Historic Overtown/Lyric Theater station in [[Downtown Miami]]. The headquarters of Miami-Dade Transit, also located next to Historic Overtown/Lyric Theater station, is known as the Overtown Transit Village. Brownsville Transit Village, opening in March 2012, was visited by the administrator of the [[United States Environmental Protection Agency|Environmental Protection Agency]] (EPA), [[Lisa P. Jackson]], on January 5, 2012, to tour the 490-unit development, which will save an estimated five million gallons of water and $50,000 annually in utility bills due to environmentally sustainable plumbing fixtures.<ref name="EPABrownsville">{{cite news|url=http://www.miamiherald.com/2012/01/04/2573704/epa-administrator-to-visit-miami.html|title=EPA administrator to visit Miami project|work=[[The Miami Herald]]|date=January 4, 2012|access-date=January 14, 2012}}</ref> Nonetheless, by 2016, Brownsville and Santa Clara were still the lowest ridership stations, the only ones to regularly post ridership numbers below 1,000 daily.<ref name="RTRJune2016">{{cite web|url=https://www.miamidade.gov/transit/library/rtr/2016-06-Ridership-Technical-Report.pdf |title= Ridership Technical Report (June 2016)|publisher=Miami-Dade County |date=July 2016 |access-date=August 17, 2016}}</ref> In general, stations to the north of [[Civic Center station (Metrorail)|Civic Center]] see much lower ridership, on average one-third of stations from Civic Center south. They are mostly in industrial areas with low [[population density]] and little development, as well as stagnant or declining populations, such as [[Gladeview, Florida|Gladeview]] and [[Brownsville, Florida|Brownsville]]. Additionally, stations to the north of [[Earlington Heights station|Earlington Heights]] are only served by one line, giving them much longer [[headway]]s.

===Downtown Express===

In December 2015, Miami-Dade Transit began the '''Downtown Express''', a monthlong pilot program for [[express train|express service]] between key stations during rush hours. During morning rush, many stations are skipped from the north and south en route to downtown, and in the afternoon, stations are skipped as the trains leave downtown.<ref name="CBSexpresspilot">{{cite web|url=http://miami.cbslocal.com/2015/12/07/express-trains-now-run-to-downtown-miami-brickell/ |title=Express Trains Now Run To Downtown Miami, Brickell |date=December 7, 2015 |publisher=CBS Miami |accessdate=December 9, 2015}}</ref> Hence, the Downtown Express only stopped at {{stl|Miami-Dade Transit|Dadeland South}}, {{stl|Miami-Dade Transit|Dadeland North}}, {{stl|Miami-Dade Transit|Brickell}}, and {{stl|Miami-Dade Transit|Government Center}} stations.<ref>{{cite web |title=METRORAIL DOWNTOWN EXPRESS |url=https://www.miamidade.gov/transit/library/downtown-express-brochure.pdf |publisher=[[Miami-Dade Transit]] |access-date=9 July 2024}}</ref> The service was well received, though it only saved a few minutes' time,<ref name="heraldexpressDec">{{cite news|url=http://www.miamiherald.com/news/traffic/article50665025.html |title=Metrorail tries out a new express service to downtown |first=Alfonso |last=Chardy |date= December 19, 2015 |accessdate=February 20, 2016}}</ref> partially due to the headway limitations with a system only having two tracks. The service continued past December.<ref name="expressofficial">{{cite web|url=http://www.miamidade.gov/transit/metrorail-downtown-express.asp |title=Metrorail Downtown Express |publisher=Miami-Dade County |date=December 30, 2015| accessdate=February 20, 2016}}</ref> The Downtown Express is no longer in use.

==Trackage==
[[File:Miami Metrorail Dadeland 20181010.jpg|thumb|right|Metrorail departing Dadeland North station and heading towards Dadeland South station]]
Metrorail runs from the northwest in [[Medley, Florida|Medley]] through [[Hialeah, Florida|Hialeah]], into the city of Miami, the downtown area, through [[Coral Gables, Florida|Coral Gables]] and [[South Miami, Florida|South Miami]], and ending in southwest Miami-Dade at Dadeland Mall. There are 23 [[Accessibility|accessible]] Metrorail stations, one about every {{convert|1.25|mi|km|3|abbr=on}}. Metrorail connects to the [[Metromover]] system at {{stn|Government Center||Miami}} and {{stn|Brickell}} stations and to [[South Florida metropolitan area|South Florida]]'s [[Tri-Rail]] suburban [[commuter rail]] system at the [[Tri-Rail and Metrorail transfer station|Tri-Rail station]] (see below).

Since completion of the Airport Link in 2012, Metrorail increased its service frequency to peak headways of three and a half<ref name="2011TDP">{{cite web|url=http://www.miamidade.gov/transit/library/pdfs/misc/TDP_FINAL_2011.pdf |title=Transit Development Plan |date=September 2011 |publisher=[[Miami-Dade County]] |access-date=January 4, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20111215102014/http://www.miamidade.gov/transit/library/pdfs/misc/TDP_FINAL_2011.pdf |archive-date=December 15, 2011 }}</ref> to five<ref name="AirportLinkScheduleChange">{{cite web|url=http://www.miamidade.gov/transit/releases/11-01-21-airportlink_construction.asp|title=AirportLink construction brings Metrorail changes|publisher=Miami-Dade County|access-date=January 16, 2012}}</ref> minutes on the shared portion of the line from Dadeland South to Earlington Heights.<ref name="2011TDP"/><ref name="AirportLinkScheduleChange"/>

Along with the Metrorail system, the tracks are mostly elevated. The three sections that are not are under I-95 between Vizcaya and Brickell stations, under I-95 just east of Culmer station, and the northern end of the line from just east of the [[Palmetto Expressway]] heading west into the Palmetto station and tail track. In each of these cases, the tracks ride on the ground level for a brief amount of time. The platform at each Metrorail station is long enough to accommodate six-car-long trains; the Dadeland North, Earlington Heights, and Government Center station platforms are long enough to accommodate eight-car-long trains. In-service trains are usually either four or six cars long; in the evening it is not uncommon for Miami-Dade Transit to link two out-of-service trains together before returning them to Lehman Yard. Trains are stored at the Lehman Yard just west of Okeechobee station.<ref name="2011TDP"/> There are extra tracks and a new test track, known as the Lehman Center Test Track, built at the Lehman Yard.<ref name="MTtestlate">{{cite news|url=http://www.miamitodaynews.com/2016/08/16/test-track-two-years-late-132-metrorail-cars/ |title=Test track two years late for 132 Metrorail cars |author=Susan Danseyar |date=August 16, 2016 |work=Miami Today |access-date=December 6, 2016}}</ref>

==Rolling stock==
===Current fleet===
{{externalvideo|video1=[https://www.youtube.com/watch?v=Y8BH_J0SDHc New Metrorail Hitachi Train Rollout]}}
Metrorail currently uses 136 heavy-rail cars built by the [[Hitachi Rail Italy]], the first of which started running in December 2017. They were constructed in a custom rail-car building facility in Medley, Florida. The cars are semi-permanently attached in [[married pair]]s, and joined up to form 4-car trains, which is the normal train length, although 6-car trains are also possible. Included amenities are free Wi-Fi, interior bicycle racks, improved announcement systems, digital signs and high-efficiency air conditioning units.<ref>{{Cite web|url=https://www.miamidade.gov/releases/02-06-2020-dtpw-100-new-railcar-accepted.asp|title = Miami-Dade County's Metrorail fleet replacement reaches major milestone}}</ref>

===Former fleet===
{{externalvideo|video1=[https://www.youtube.com/watch?v=Y4wVhhgY-IU Metrorail Cars - So Shiny and New Budd Cars delivered 1983]}}
{{externalvideo|video1=[https://www.youtube.com/watch?v=fYyQAKa4Fd4 Riding Metrorail - Sights and sounds of a routine trip on Budd Cars]}}
[[File:Brickell metro station platform 2017-07.jpg|thumb|250px|A Budd train entering [[Brickell station]] in 2017]]
Metrorail formerly used 136 heavy-rail cars (known as the [[Budd Universal Transit Vehicle|Universal Transit Vehicle]]) built by the [[Budd Company]] under the name "Transit America";<ref name="fedsnewcars"/> they are identical to those used on the [[Baltimore Metro SubwayLink]] (save for the modifications made to Baltimore's cars during their refurbishment between 2002 and 2005), as the two systems were built at the same time, and the two agencies were able to save money by sharing a single order. The Baltimore-Miami order was among the last orders Budd filled before shuttering its railcar manufacturing business; a fleet of [[Breda A650|similar vehicles]] was manufactured by [[Società Italiana Ernesto Breda]] for the [[B Line (Los Angeles Metro)|Red]] and [[D Line (Los Angeles Metro)|Purple]] lines of the [[Los Angeles Metro Rail]] between 1988 and 2000.

These cars were manufactured in Budd's Red Lion plant in [[Northeast Philadelphia]] in 1983. The cars are {{convert|75|ft|m}} long, {{convert|10|ft|m}} wide and have a top design speed of over {{convert|70|mi/h|km/h|abbr=on}}. Each car can hold up to 166 passengers (76 seated, 90 standing),<ref name="Roads to the Future">{{cite web|url=http://www.roadstothefuture.com/Baltimore_Metro.html|title=Baltimore Metro Subway|work=Roads to the Future|author=Scott M. Kozel|date=October 13, 2002|access-date=June 28, 2002}}</ref> and draw power from an electric {{750 V DC|conductor=y}}.

====Replacement====
{{externalvideo|video1=[https://www.youtube.com/watch?v=K2aao07fEHg New Era - Metrorail Fleet Replacement]}}
[[File:Miami-Dade Transit Metrorail car presentation 2016.jpeg|thumb|250px|A new Metrorail car at a press event at the Hitachi Rail facility in Medley (2016)]]
The Miami-Dade County Government was working with the Citizens Independent Transportation Trust (CITT) to receive money from the half-penny sur-tax approved by voters in 2002 in order to purchase new Metrorail cars. MDT later planned to refurbish the existing Metrorail cars with the money instead of replacing them as promised.<ref name="2008taxpdf">{{cite web|url=http://www.miamidade.gov/image/library/mdt_ciab_presentation.pdf|title=Community Image Advisory Board|publisher=Miami-Dade County|date=March 26, 2008|access-date=January 4, 2012|archive-date=June 3, 2013|archive-url=https://web.archive.org/web/20130603064503/http://www.miamidade.gov/image/library/mdt_ciab_presentation.pdf|url-status=dead}}</ref> However, it was found that the fleet had never been maintained properly, and in 2008, a [[cost-benefit analysis]] found that, based on the current fleet's condition, a refurbishment would cost just as much as it would to buy new cars, if not more so.<ref name="newcarsmemorandum"/> There were discussions with [[Washington, D.C.|Washington, D.C.'s]] [[Washington Metro|Metro]] system about combining car orders with their [[Washington Metro rolling stock#6000-series|6000-series]] cars to achieve lower costs through [[economies of scale]], but the talks failed to work anything out.<ref>{{cite web |last1=Tangherlini |first1=Dan |title=2016's greatest hits: Metro should never have bought the 7000 series railcars |url=https://ggwash.org/view/61822/2016s-greatest-hits-if-metro-had-been-more-like-southwest-airlines-itd-have |website=Greater Greater Washington |access-date=18 May 2020}}</ref>

The following year, Miami-Dade issued an [[Request for proposal|RFP]] for new cars to replace their existing fleet, at a cost no greater than $2.419 million per car.<ref>{{|0=2012-10-03 }}</ref> Proposals from three railcar manufacturers were reviewed, with only two of which meeting the price requirements, these being from Italy-based [[AnsaldoBreda]] and [[Elmira Heights, New York]]-based CAF USA, an American branch of the Spain-based [[Construcciones y Auxiliar de Ferrocarriles]]. CAF's bid was slightly higher than that of AnsaldoBreda, and thus Miami-Dade was prepared to award the contract to the latter. However, the contract was stalled when CAF filed a [[lawsuit]] against the transit authority, claiming that their selection of AnsladoBreda was due to the fact that the builder was willing to open a local factory in Miami-Dade County to assemble the vehicles. This violation could render the deal [[Buy America Act|ineligible for federal funding]].<ref name="fedsnewcars">{{cite news|url=http://www.miamiherald.com/2011/11/28/2522501/feds-miami-dade-broke-rules-in.html|title=Feds: Miami-Dade broke rules in choosing new Metrorail trains|author1=Brannigan, Martha |author2=Chardy, Alfonso |work=[[The Miami Herald]]|date=November 29, 2011|access-date=January 4, 2012}}</ref>

After reevaluating the bids from the builders, without taking local geographic preference into account, Miami-Dade reaffirmed its selection of AnsaldoBreda,<ref>{{cite news|url=http://www.miamiherald.com/2012/10/15/3051371/contract-for-new-metrorail-cars.html#storylink=misearch|title=Contract for new Metrorail cars moves forward|author=Mazzei, Patricia|work=[[The Miami Herald]]|date=October 15, 2012|access-date=November 25, 2012}}</ref> and in November 2012, approved a $313 million purchase of 136 new Metrorail cars from the company.<ref>{{cite news|url=http://www.miamiherald.com/2012/11/07/3086814/jmh-annexation-and-metrorail-on.html#storylink=misearch|title=Miami-Dade commissioners approve new Metrorail cars|author1=Mazzei, Patricia |author2=Rabin, Charles |work=[[The Miami Herald]]|date=November 8, 2012|access-date=November 25, 2012}}</ref> Miami-Dade issued the notice to proceed the following month, with the cars expected to be delivered over the course of several years until 2017.<ref name=mdtprojects>{{cite web|url=http://www.miamidade.gov/transit/improvement-system-projects.asp|title=System Projects|date=July 19, 2013|publisher=Miami Dade County|access-date=April 6, 2014|archive-date=March 30, 2014|archive-url=https://web.archive.org/web/20140330113259/http://www.miamidade.gov/transit/improvement-system-projects.asp|url-status=dead}}</ref> By the time the custom rail-car building facility in Medley was completed in early 2016, AnsaldoBreda had been purchased by [[Hitachi Rail]] and the full rollout was pushed back to 2019, beginning gradually from 2017.<ref name="mtVR1">{{cite web|url=http://www.miamitodaynews.com/2016/02/23/plant-assemble-new-fleet-metrorail-cars/ |title=Plant to assemble new fleet of Metrorail cars |first=Marilyn |last=Bowden |date=February 23, 2016 |work=Miami Today |access-date=February 24, 2016}}</ref> The first trainset entered service in early December 2017.<ref>{{cite web | url=https://www.intelligenttransport.com/transport-news/30400/new-metrorail-train-miami-dade/ | title=Miami-Dade County gets its first new Metrorail train for over 30 years | publisher=Intelligent Transport | date=December 4, 2017 | access-date=December 4, 2017}}</ref> The delivery of the cars fell behind schedule once again due to flooding at the Hitachi Rail factory in [[West Plains, Missouri]], and in February 2018 it was announced that the final replacement cars would not arrive before 2020. The shortage of replacement cars resulted in some Metrorail runs being operated as two-car trains.<ref>{{Cite news|url=http://www.miamiherald.com/news/local/community/miami-dade/article197945004.html|title=Relief delayed: Metrorail falls behind schedule on replacing old trains|work=Miami Herald|author=Douglas Hanks |date= February 1, 2018| access-date=March 13, 2018|language=en}}</ref>

==Fares and services==
[[File:Bikes at Brickell station.jpg|thumb|left|A busy [[bike and ride]] rack at [[Brickell station]]. Some stations have bike lockers; bicycles are also allowed on the trains.<ref name="bikeandride">{{cite web|url=http://www.miamidade.gov/transit/bike-ride.asp|title=Metrorail Bike & Ride|publisher=Miami-Dade County|access-date=February 16, 2014}}</ref>]]
[[File:Government Center rush hour.png|right|thumb|Passengers at [[Government Center station (Miami)|Government Center]]]]
As of August 3, 2024, the current standard fare on Metrorail is $2.25 and reduced fare is $1.10. A standard [[season ticket|monthly pass]] costs $112.50 and $56.25 for reduced fare. The monthly Easy Cards are sold at over 50 sales outlets. Reduced fares are available only to [[Medicare (United States)|Medicare]] recipients, people with [[disability|disabilities]], and Miami-Dade students in grades 1 through 12. Children below {{convert|42|in|cm}} tall ride free when accompanied by a fare-paying rider, with a limit of 3. [[Ticket machine|Ticket vending machines]] (TVMs) that sell Easy Cards and Easy Tickets are found in all rail stations. All Miami-Dade senior citizens aged 65 years and older and with [[Social Security (United States)|Social Security]] benefits, and veterans residing in Miami-Dade and earning less than $22,000 annually ride free with the reduced fare monthly Easy Card.<ref name="TransitFares">{{cite web|url=http://www.miamidade.gov/transit/fares.asp|title=Transit Fares|publisher=Miami-Dade County|access-date=January 14, 2012}}</ref> All of the stations except the five in the downtown area and Tri-Rail station have dedicated parking available. Parking costs $4.50 per day or $11.50 for a monthly pass.<ref name="MetrorailParking">{{cite web|url=http://www.miamidade.gov/transit/rail_parking.asp|title=Metrorail Parking|publisher=Miami-Dade County|access-date=January 14, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120130171730/http://www.miamidade.gov/transit/rail_parking.asp|archive-date=January 30, 2012}}</ref>

On July 16, 2008, Miami-Dade Transit announced that it would be replacing all fare collection methods with the [[Easy Card]] system by late 2009. The system replaces the old cash and token-based system with one that automatically deducts fares at Metrorail [[fare gate]]s from a reloadable card.<ref name="CountyEasyCard">{{cite web|url=http://www.miamidade.gov/transit/advisories/08-07-14-easy_card_google.asp|title=Miami-Dade Transit unveils EASY Card and Google Transit Trip Planner|publisher=Miami-Dade County|date=July 14, 2008|access-date=January 5, 2012}}</ref><ref name="EasyCardVideo">{{cite web|url=http://miamidade.gov/wps/PA_1_TC5RNSJDM7JC0027AB79NQ10L5/ondemand_view.jsp?itemid=47503|title=Easy Does It!|publisher=Miami-Dade County|access-date=January 5, 2012|archive-url=https://web.archive.org/web/20160109215627/http://miamidade.gov/wps/PA_1_TC5RNSJDM7JC0027AB79NQ10L5/ondemand_view.jsp?itemid=47503|archive-date=January 9, 2016|url-status=dead|df=mdy-all}}</ref><ref name="WhatistheEasyCard">{{cite web|url=http://www.miamidade.gov/transit/library/pdfs/misc/easy_card_brochure011209.pdf|title=What is the Easy Card?|publisher=Miami-Dade County|date=January 2009|access-date=January 5, 2012}}</ref> The final station to start fare gate installation was Government Center on August 2, 2009. Since the system launch on October 1, 2009, all passengers using Metrorail must use either an Easy Card or Easy Ticket to enter stations.<ref name="MDTEasyCard">{{cite web|url=http://www.miamidade.gov/transit/easy_card.asp |title=EASY Card |publisher=Miami-Dade County |access-date=January 14, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120104220822/http://www.miamidade.gov/transit/easy_card.asp |archive-date=January 4, 2012 }}</ref> For almost the full first year of use, the Easy Card [[ticket vending machine]]s allowed anyone to purchase thousands of dollars worth of Easy Cards by credit card without entering a PIN or billing zip code, which led to credit card thieves putting high dollar values on Easy Cards and selling them at a discounted rate for cash. Miami-Dade Transit initially mitigated this issue by limiting credit card transactions to three per day and a value limit of $112, and later by requiring zip code verification for all cards.<ref name="CBSEasyCardfraud">{{cite news|url=http://miami.cbslocal.com/2010/09/14/i-team-dades-easy-card-becomes-easy-fraud/|title=I Team: Dade's Easy Card Becomes Easy Fraud|date=September 14, 2010|publisher=[[WFOR-TV]]|access-date=January 5, 2012}}</ref>

From 2009 to 2011, free [[Wi-Fi]] was added to Metrorail and [[Metromover]] cars and stations, as well as certain Metrobus routes.<ref name="wificbs">{{cite news|url=http://miami.cbslocal.com/2011/02/23/metro-transit-commuters-to-get-free-wi-fi/|title=Miami-Dade Metro Transit Commuters To Get Free Wi-Fi|publisher=[[WFOR-TV]]|date=February 23, 2011|access-date=January 15, 2012}}</ref>

Starting July 28, 2012, Metrorail increased service along shared Green and Orange Line stations from Dadeland South to Earlington Heights. Along this stretch of shared track, trains arrive every 5 minutes during peak hours, every 7 minutes during mid-day hours, and every 15 minutes late nights and on weekends. At stations with only one service, trains arrive every 10 minutes during weekday rush hours, every 15 minutes at midday, and every 15–30 minutes after 6 p.m. until midnight with weekend service running every 30 minutes. On weekends, the Orange Line only runs between Earlington Heights and Miami International Airport, running every 15 minutes. Metrorail runs from 5 a.m. until midnight seven days a week.<ref name="HoursofOperation">{{cite web|url=http://www.miamidade.gov/transit/rail_hours.asp|title=Hours of Operation|publisher=Miami-Dade County|access-date=January 15, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120130171740/http://www.miamidade.gov/transit/rail_hours.asp|archive-date=January 30, 2012}}</ref> For a brief period from 2003 to April 2004 there was 24-hour service supported by the transit tax; between midnight and 5 a.m. trains arrived every 60 minutes.<ref>{{Cite web|url=http://www.miamidade.gov/transit/home.asp|title=Miami-Dade County - Transit|date=August 3, 2004|access-date=January 13, 2018|url-status=bot: unknown|archive-url=https://web.archive.org/web/20040803103903/http://www.miamidade.gov/transit/home.asp|archive-date=August 3, 2004}}</ref>

A [[limited-stop]] bus route, Route 500 Midnight Owl, operates hourly between 12:30&nbsp;a.m. and 5:30&nbsp;a.m. trip between Dadeland South and Government Center Metrorail stations. This bus service replaces the 24-hour Metrorail service cancelled due to a lack of ridership.

Construction on the first segment of the Orange Line, Metrorail's AirportLink<ref name="RenamedAirportLink">{{cite web|url=http://www.progressiverailroading.com/news/article.asp?id=23605|title=Miami Metrorail extension renamed AirportLink|date=June 16, 2010|publisher=Progressive Railroading|access-date=January 5, 2012}}</ref> began in May 2009; service to [[Miami International Airport]] began in the summer of 2012.

On August 21, 2019, Miami-Dade Transit launched contactless payments acceptance on the Metrorail which enabled transit riders to use their smartphone devices (Apple Pay, Google Pay, Samsung Pay), as well as smart watches (Apple Pay, Google Pay, Samsung Pay, Fitbit Pay) to tap and go at all stations. Fare gates were updated instead of replaced to save money. Currently Miami-Dade Transit doesn't allow Express Transit Mode on iOS. The company behind the fare systems is Cubic Transportation Systems, a partner with MDT since the beginning of the Easy Card/Ticket implementation.

{{anchor|MetroPath}}

==MetroPath / The Underline==
{{main article|The Underline}}

Beneath the Metrorail guideway from Brickell to Dadeland South, along the former Florida East Coast Railway right-of-way, there is a nearly contiguous {{convert|10.5|mi|km|0|abbr=on}} bicycle and pedestrian trail known as the MetroPath (M-Path) which was built in 1984 along with the metro system. It is popular among cyclists, some of whom use it to commute to and from downtown, as well as runners.<ref name="runtheplanet">{{cite web|url=http://www.runtheplanet.com/runningroutes/route.asp?r=355545|title=The Asphalt Metro-Path That Runs Under The Metrorail|author=Bryant, Chuck|publisher=Run the Planet|date=December 4, 2008|access-date=January 11, 2012}}</ref>

In 2014, plans were made to revamp the MetroPath as a [[linear park]], taking after the popular [[High Line]] in New York City, by a group known as "Friends of the GreenLink.<ref name="MTjuneGL">{{cite news|url=http://www.miamitodaynews.com/2014/06/18/will-miamis-metrorail-shade-linear-park/ |title=Will Miami's Metrorail shade a linear park? |work=Miami Today|author=Robbins, John Charles|date=June 18, 2014|access-date=November 28, 2014}}</ref> The [[University of Miami]] assisted in the procurement of the idea.<ref name="MTseptGL">{{cite news|url=http://www.miamitodaynews.com/2014/09/10/10-mile-linear-park-gets-new-look/ |title=10-mile linear park gets new look | date=September 10, 2014 | work=Miami Today | author=Robbins, John Charles |access-date=November 28, 2014}}</ref> Into 2015, the proposal gained momentum and rebranded itself as [Friends of] "The Underline".  The full park will be completed in phases and will be fully complete in 2025.<ref name="Underline">{{cite web |title=Phases |url=https://www.theunderline.org/phases/ |website=The Underline |access-date=7 September 2022}}</ref>
{{Clear}}

==Stations==<!-- This section is linked from [[List of rapid transit systems]] -->
{{Main|List of Miami-Dade Transit metro stations}}
[[File:Miami Metro Map 2017.png|thumb|Schematic of rapid transit and passenger rail service in the Miami metropolitan area in 2017. The Tri-Rail Downtown Miami Link is scheduled to be operational in late 2023.]]
[[File:Metrorail-Tri-Rail.png|right|thumb|Green Line train arriving at [[Tri-Rail and Metrorail transfer station|Tri-Rail Station]]]]
[[File:Miami Airport Metrorail station.jpg|right|thumb|The Metrorail station at the Miami Intermodal Center]]

Metrorail currently operates 23 stations, and combined with the Metromover in Downtown Miami and Brickell, the entire Metro system operates 43 stations. Metrorail stations are located at about a mile (one and a half kilometer) apart along the line, and Metromover stations are located at approximately every two blocks in the greater Downtown area.

===Current stations===
Travel times provided are approximate for travel to and from [[Government Center station (Miami)|Government Center]] in [[Downtown Miami|Downtown]].<ref name="500owl">{{cite web|url=http://www.miamidade.gov/transit/routes_detail.asp?route=500|title=Route 500 Midnight Owl|publisher=Miami-Dade County|access-date=January 14, 2012}}</ref><ref name="500owlmap">{{cite web|url=http://www.miamidade.gov/transit/library/routes/500.pdf|title=Route 500 Midnight Owl (printable map)|publisher=Miami-Dade County|access-date=January 14, 2012}}</ref>
{| class="wikitable sortable"
! Station
! class="unsortable"| Lines
! Time to [[Downtown Miami|Downtown]]
! class="unsortable"| Connections
! class="unsortable | Opened
! Average weekday<br />passengers <small>(03/2018)</small><ref name="RidershipTechnicalMar2018">{{cite web|url=http://www.miamidade.gov/transit/library/rtr/2018-03-Ridership-Technical-Report.pdf|title=Ridership Technical Report (March 2018)|publisher=Miami-Dade County|date=June 2018|access-date=June 2, 2018}}</ref>
|- 
|{{stl|Miami-Dade Transit|Palmetto}} {{parking symbol}}
| rowspan="7" |{{rcb|system=Miami-Dade Transit|line=Green|inline=box}}
|data-sort-value="31 min"|31 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 87
|{{dts|2003|05|30}}
|1,500
|- 
|{{stl|Miami-Dade Transit|Okeechobee}} {{parking symbol}}
|data-sort-value="26 min"|26 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 73, 183
| rowspan="2" |{{dts|1985|05|19}}
|1,156
|- 
|{{stl|Miami-Dade Transit|Hialeah}}  {{parking symbol}}
|data-sort-value="23 min"|23 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 37, 54, 79
|1,408
|-
|[[Tri-Rail and Metrorail Transfer station|Tri-Rail]] {{parking symbol}}
|data-sort-value="21 min"|21 min
|[[Tri-Rail]]<br />[[Miami-Dade Transit#Metrobus|Metrobus]]: 79
|{{dts|1989|06|05}}
|1,284
|-
|{{stl|Miami-Dade Transit|Northside}} {{parking symbol}}
|data-sort-value="19 min"|19 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 12, 17, 21, 32, 79, 279
| rowspan="3" |{{dts|1985|05|19}}
|1,496
|-
|{{stl|Miami-Dade Transit|Dr. Martin Luther King Jr. Plaza}} {{parking symbol}}
|data-sort-value="16 min"|16 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 27, 62
|1,216
|-
|{{stl|Miami-Dade Transit|Brownsville}} {{parking symbol}}
|data-sort-value="14 min"|14 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 27, 54
|899
|-
|[[Miami Intermodal Center|Miami International Airport]] {{parking symbol}}
|{{rcb|system=Miami-Dade Transit|line=Orange|inline=box}}
|data-sort-value="09 min"|16 min
|[[Tri-Rail]]<br />[[MIA Mover]]<br />[[Miami-Dade Transit#Metrobus|Metrobus]]: 7, 20,  36, 37, 57, 150, 338
|{{dts|2012|07|28}}
|1,776
|-
|{{stl|Miami-Dade Transit|Earlington Heights}} {{parking symbol}}
| rowspan="15" |{{rcb|system=Miami-Dade Transit|line=Green|inline=box}} {{rcb|system=Miami-Dade Transit|line=Orange|inline=box}}
|data-sort-value="11 min"|11 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 17, 22, 95
| rowspan="5" |{{dts|1984|12|17}}
|1,686
|-
|{{stl|Miami-Dade Transit|Allapattah}} {{parking symbol}}
|data-sort-value="09 min"|9 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 12, 21, 36, 401
|1,930
|-
|{{stl|Miami-Dade Transit|Santa Clara}} {{parking symbol}}
|data-sort-value="07 min"|7 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 12, 20  21, 32, 401
|908
|-
|{{stl|Miami-Dade Transit|UHealth–Jackson}}
|data-sort-value="06 min"|6 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 12, 21,  95, 401
|5,679
|-
|{{stl|Miami-Dade Transit|Culmer}} {{parking symbol}}
|data-sort-value="04 min"|4 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 77
|1,305
|-
|{{stl|Miami-Dade Transit|Historic Overtown/Lyric Theatre}}
|data-sort-value="02 min"|2 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 2, 7, 95, 401, 836 Express, 837 Express 
| rowspan="10" |{{dts|1984|05|20}}
|2,004
|-
|{{stl|Miami-Dade Transit|Government Center}} {{parking symbol}}
|data-sort-value="00 min"| –
|[[Metromover]]: Downtown, Omni, Brickell, Loops<br />[[Miami-Dade Transit#Metrobus|Metrobus]]: 2, 3, 7, 9, 11, 21, 77, 95, 100, 101 207, 208, 211, 400, 401 836 Express, 837 Express<br />[[Broward County Transit]]: 95X<br />[[Brightline]] (at [[MiamiCentral]])
|10,818
|-
|{{stl|Miami-Dade Transit|Brickell}}
|data-sort-value="02 min"|2 min
|[[Metromover]]: Brickell Loop<br />[[Miami-Dade Transit#Metrobus|Metrobus]]: 8, 24, 26, 207, 208, 400<br/>[[Broward County Transit]]: 595X
|6,319
|-
|{{stl|Miami-Dade Transit|Vizcaya}} {{parking symbol}}
|data-sort-value="05 min" |5 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 12, 17, 24, 400
|1,265
|-
|{{stl|Miami-Dade Transit|Coconut Grove}} {{parking symbol}}
|data-sort-value="07 min" |7 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 22, 27, 400
|1,748
|-
|{{stl|Miami-Dade Transit|Douglas Road}} {{parking symbol}}
|data-sort-value="09 min"|9 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 37, 40, 136, 400<br />[[Miami Trolley]]: Coral Gables
|3,623
|-
|{{stl|Miami-Dade Transit|University}} {{parking symbol}}
|data-sort-value="12 min"|12 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 56, 57, 400
|2,041
|-
|{{stl|Miami-Dade Transit|South Miami}} {{parking symbol}}
|data-sort-value="14 min"|14 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 37, 72, 73, 400
|3,007
|-
|{{stl|Miami-Dade Transit|Dadeland North}} {{parking symbol}}
|data-sort-value="16 min"|16 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 87, 88, 104, 204, 272, 288, 400
|6,029
|-
|{{stl|Miami-Dade Transit|Dadeland South}} {{parking symbol}}
|data-sort-value="18 min"|18 min
|[[Miami-Dade Transit#Metrobus|Metrobus]]: 34, 38, 39, 52, 73, 287, 400<br />[[Miami-Dade Transit#South Miami-Dade Busway|South Miami-Dade Busway]]
|7,289
|}

==Proposed expansions==
[[File:Government Center ghost platform.jpg|thumb|right|200px|The unused east–west platform at [[Government Center station (Miami)|Government Center]], built in 1984 with the existing system, but never completed.]]
[[File:MDT Metrorail Extensions.png|thumb|right|200px|One variation of the Orange Line extensions was for a continuation past the current airport station instead of the 1984 ghost platform at Government Center.]]
From the beginning, the Metrorail was designed and envisioned to have more lines than the current two line system; however, the federally subsidized cost of the original line ended up over budget at $1.02 billion,<ref name="aboutmetrorail"/> after which ridership was much lower than expected. The proposed lines included:<ref name="takenforaride"/>

*The {{convert|13.6|mi|km|abbr=on}} Biscayne/Northeast Corridor following [[U.S. Route 1 in Florida|U.S. Route 1]] ([[Biscayne Boulevard]]) from Government Center up to the [[Broward County, Florida|Broward]]/Miami-Dade county line in [[Aventura, Florida|Aventura]].
*The {{convert|9.5|mi|km|abbr=on}} North Corridor up NW 27 Avenue to the county line.
*The {{convert|17.2|mi|km|abbr=on}} East–West Corridor from Government Center west to the [[Florida International University]] main campus in [[University Park, Florida|University Park]], as well as east from Government Center to the [[Port of Miami]].
*The {{convert|5.1|mi|km|abbr=on}} BayLink from Historic Overtown/Lyric Theater station to [[South Beach]], [[Miami Beach]].
*The South Link, a {{convert|21|mi|km|0|abbr=on}} extension of the Green Line from Dadeland South to [[Florida City]].
*The {{convert|4.5|mi|km|abbr=on}} Douglas Road extension from [[Douglas Road station]] to the [[Miami Intermodal Center]].
*The {{convert|15|mi|km|abbr=on}} (West) Kendall Corridor down [[Florida State Road 94|Kendall Drive]] from Dadeland North station west to [[West Kendall, Florida|West Kendall]] and north to the FIU main campus.

It was not until the half-penny transit tax was passed in 2002 that any serious expansion plans were again considered, with the North Corridor and East–West lines, both dubbed the "Orange Line," assuming the highest priority, while the possibility of {{convert|88.9|mi|km}} of additional rail if all the extensions were built by 2030, was touted. However, after budget deficits, other uses of the tax revenue, and a downgrade of the North Corridor's funding priority to medium-low by the federal government, after 10 years only the 2.4 mile AirportLink and Orange Line remained promised and realized.

The credibility of Miami-Dade Transit and the county as a whole, including the validity of their ridership estimates and revenue forecasts, has been a significant impediment to their qualifications for funding under the [[Federal Transit Administration]]'s (FTA) approval.<ref name="NorthCorridorWord"/> In 2011, Miami-Dade Transit underwent a serious federal investigation and takeover by the FTA in which it was forced to open its books over suspicions of money mismanagement.<ref name="miamiheraldjuly7">{{cite news|url=http://www.miamiherald.com/2011/07/07/2303266/miami-dade-county-commission-to.html |title=Miami-Dade to weigh $100M loan for ailing Transit Agency |author1=Martha Brannigan |author2=Alfonso Chardy |name-list-style=amp |date=July 7, 2011 |publisher=The [[Miami Herald]] |access-date=January 16, 2012 }}{{dead link|date=May 2016|bot=medic}}{{cbignore|bot=medic}}</ref> The Agency threatened to cease its funding used to cover operational costs, which would have meant significant cuts in service; however, they took the funding under their strict control to prevent this from happening.<ref name="miamiheraldmay10">{{cite news|url=http://www.miamiherald.com/2011/05/10/2211021/miami-dade-transit-agency-eyes.html |title=Miami-Dade transit agency eyes service cuts as feds hold back money |author1=Martha Brannigan, Alfonso Chardy |author2=Matthew Haggman |name-list-style=amp |date=May 10, 2011 |publisher=Miami Herald |access-date=January 16, 2012 }}{{dead link|date=May 2016|bot=medic}}{{cbignore|bot=medic}}</ref>

The South Link expansion, which was intended to replace the [[Metrobus (Miami-Dade County)#South Dade Transitway|South Miami-Dade Busway]], a [[bus rapid transit]] that opened in segments on February 3, 1997, and in April 2005,<ref name="busway">{{cite web|url=http://www.miamidade.gov/transit/rider_busway.asp |title=South Miami-Dade Busway |publisher=Miami-Dade County |access-date=January 15, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120128193939/http://www.miamidade.gov/transit/rider_busway.asp |archive-date=January 28, 2012 }}</ref> had plans for a widened right of way, elevated crossings at major intersections, as well as the possibility of building one additional Metrorail station at SW 104 Street to alleviate traffic and parking in Dadeland.<ref name="takenforaride"/> In 2009, the Metropolitan Planning Organization proposed that the busway be opened to regular vehicle traffic by adding a [[SunPass]] toll system with the profits going towards busway improvements.<ref name="tollbusway">{{cite news|url=http://www.miamiherald.com/2011/09/20/2431807/plan-would-let-drivers-pay-toll.html |title=Plan would let drivers pay toll to use South Dade Busway |work=[[The Miami Herald]] |author=Chardy, Alfonso |date=September 29, 2011 |access-date=January 15, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20111025104734/http://www.miamiherald.com/2011/09/20/2431807/plan-would-let-drivers-pay-toll.html |archive-date=October 25, 2011 }}</ref> The proposal did not pass. The South Link, now known as the South-Dade Transitway Corridor, is currently an under construction<ref>{{Cite web|title=Miami-Dade County breaks ground on the all-new South Corridor TransitWay and Rapid Transit Project|url=https://www.miamidade.gov/releases/2021-06-04-dtpw-south-corridor-groundbreaking.asp|access-date=4 February 2022|website=www.miamidade.gov}}</ref> [[BRT Standard|gold standard]] [[bus rapid transit]] line with an expected start of revenue service in the fall of 2024.<ref>{{Cite web |title=Smart Plan - South Dade TransitWay Corridor |url=https://www.miamidade.gov/global/transportation/smart-plan-south-dade-transit-way-corridor.page |access-date=2022-08-17 |website=www.miamidade.gov |language=en}}</ref><ref>{{Cite web|date=13 January 2022|title=Five-Year Implementation Plan - Miami-Dade County|url=https://www.miamidade.gov/citt/library/five-year-plan/2021/draft-fy2022-26-ptp-five-year-implementation-plan.pdf|access-date=4 February 2022|website=www.miamidade.gov}}</ref>

On November 16, 2022, Miami-Dade County announced that they would accelerate construction on the North Corridor along NW 27th Avenue from [[Dr. Martin Luther King Jr. Plaza station (Metrorail)|Dr. Martin Luther King Jr. Plaza station]] to [[Hard Rock Stadium]] at NW 199th Street in [[Miami Gardens, Florida]], with a goal of starting construction in 2024 with aid from federal funds. The extension will be built in two phases: Phase I would see the extension built up to Hard Rock Stadium with just one station, while Phase II would see more stations built on the elevated line as well as transit-oriented developments built alongside it.<ref>{{Cite web|title=Miami-Dade County votes to accelerate transit development along North Corridor|url=https://www.miamidade.gov/global/release.page?Mduid_release=rel166854898373927|access-date=16 November 2022|website=www.Miami-Dade.gov}}</ref> On January 9, 2023, the expedition of this extension's design was approved by Miami-Dade County's Transportation, Mobility and Planning Committee on a 9–0 vote, with a station at [[Miami-Dade College]] being added to Phase I of the project alongside the terminus at Hard Rock Stadium. Infrastructure design firm HNTB was designated to design the future extension whilst being given $44 million in funding by the TMP Committee. A Project Development and Environment Study is also being done by the [[Florida Department of Transportation]] in parallel to HNTB's design work in order to accelerate the start of work. It was also announced that Phase II would include [[park-and-ride]] facilities added at five of the eight total stations.<ref>{{Cite web|title=Commissioners Move Forward With Expedited Metrorail To Hard Rock Stadium|url=https://www.thenextmiami.com/commissioners-move-forward-with-expedited-north-corridor-metrorail/|access-date=26 April 2023|website=www.TheNextMiami.com}}</ref>
As of June 2024, the extension will be completed by 2036.

==Ridership==
Sortable chart detailing monthly weekday ridership averages by calendar year;<ref name="RTR2017Sep"/> right hand chart giving annual averages may use "fiscal year" without disclosure, where the FY begins in October and has 75% of its time in the next year with only 25% in the starting year. Note the large jump in ridership starting September 2012 after the Orange Line extension to MIA opened, the largest project that came to fruition after the passing of the half-penny tax in 2002. Service frequency below Earlington Heights was doubled as a result, hence the ridership jumped by nearly 10,000, at least four times the ridership of the single new station at the Miami Intermodal Center (< 2,000). Year averages are [[Significant figures|rounded]] to the nearest 500, and the highest month is also given in bold. A trend of lower ridership during the summer can be seen, when the traffic and population of the county (and state) is generally lower. The low December ridership anomaly may be explained by the long [[Christmas and holiday season]]. By 2016, ridership started to decrease, especially by summer, where July saw the lowest ridership since the Orange Line opened in 2012. This lag follows [[Metrobus (Miami-Dade County)|Metrobus]], which began to decline in 2014, amid an aging fleet and falling oil and gas prices, and posted the lowest ridership numbers in over a decade during June and July 2016. For October 2016, even [[Metromover]] recorded low ridership, though the low numbers for this specific month were blamed on one day of closure for [[Hurricane Matthew]].<ref name="RTR2016Oct">{{cite web|url=http://www.miamidade.gov/transit/library/rtr/2016-10-Ridership-Technical-Report.pdf |title=Ridership Technical Report (October 2016) |publisher=Miami-Dade County |access-date=January 26, 2017}}</ref> 2017 saw a continuation in the ridership decline across all three systems; ridership in September 2017 was impacted by [[Hurricane Irma]] despite the exclusion of days without service from the average.<ref name="RTR2017Sep">{{cite web|url=http://www.miamidade.gov/transit/library/rtr/2017-09-Ridership-Technical-Report.pdf |title=Ridership Technical Report (September 2017) |publisher=Miami-Dade County |access-date=January 2, 2018}}</ref> All three modes declined sharply starting in March 2020 during the covid pandemic, slowly recovering over the next three years.

{|class="wikitable sortable"
|-
!#
!class="unsortable"| Month
! 2010
! 2011
! 2012
! 2013
! 2014
! 2015
! 2016
! 2017
! 2018
|-
|1
|align="center"| January
|align="center"| 60,400
|align="center"| 62,700
|align="center"| 65,100
|align="center"| 70,100
|align="center"| 73,100
|align="center"| 76,300
|align="center"| 76,000
|align="center"| 71,500
|align="center"| 65,100
|-
|2
|align="center"| February
|align="center"| 61,500
|align="center"| 65,300
|align="center"| 66,600
|align="center"| 74,100
|align="center"| '''78,100'''
|align="center"| 77,800
|align="center"| 77,200
|align="center"| 73,900
|-
|3
|align="center"| March
|align="center"| 61,400
|align="center"| 63,900
|align="center"| 66,000
|align="center"| 74,000
|align="center"| 76,500
|align="center"| 77,600
|align="center"| 76,000
|align="center"| 73,300
|-
|4
|align="center"| April
|align="center"| 60,600
|align="center"| 65,000
|align="center"| 66,400
|align="center"| 74,500
|align="center"| 76,100
|align="center"| 76,200
|align="center"| 75,900
|align="center"| 69,900
|-
|5
|align="center"| May
|align="center"| 59,300
|align="center"| 63,100
|align="center"| 61,900
|align="center"| 70,900
|align="center"| 72,900
|align="center"| 74,400
|align="center"| 72,000
|align="center"| 69,600
|-
|6
|align="center"| June
|align="center"| 57,800
|align="center"| 60,700
|align="center"| 60,500
|align="center"| 71,600
|align="center"| 69,100
|align="center"| 71,300
|align="center"| 67,800
|align="center"| 64,300
|-
|7
|align="center"| July
|align="center"| 56,400
|align="center"| 58,300
|align="center"| 61,300 
|align="center"| 66,500
|align="center"| 67,500
|align="center"| 69,500
|align="center"| 65,200
|align="center"| 61,800
|-
|8
|align="center"| August
|align="center"| 57,000
|align="center"| 59,000
|align="center"| 62,100
|align="center"| 68,900
|align="center"| 70,200
|align="center"| 70,200
|align="center"| 65,900
|align="center"| 65,400
|-
|9
|align="center"| September
|align="center"| 61,300
|align="center"| 62,800
|align="center"| 69,200
|align="center"| 73,500
|align="center"| 75,200
|align="center"| 75,500
|align="center"| 72,600
|align="center"| 54,900
|-
|10
|align="center"| October
|align="center"| 63,300
|align="center"| 64,400
|align="center"| 70,500
|align="center"| 74,000
|align="center"| 76,300
|align="center"| 76,900
|align="center"| 67,400
|align="center"| 68,400
|-
|11
|align="center"| November
|align="center"| 63,500
|align="center"| 66,000
|align="center"| 71,800
|align="center"| 75,000
|align="center"| 76,600
|align="center"| 77,600
|align="center"| 73,800
|align="center"| 68,600
|-
|12
|align="center"| December
|align="center"| 56,300
|align="center"| 59,500
|align="center"| 65,100
|align="center"| 69,100
|align="center"| 71,000
|align="center"| 71,500
|align="center"| 69,600
|align="center"| 63,000
|-
|align="center"| '''13'''
|align="center"| '''Year Average'''
|align="center"| '''60,000'''
|align="center"| '''62,500'''
|align="center"| '''65,500'''
|align="center"| '''72,000'''
|align="center"| '''73,500'''
|align="center"| '''74,500'''
|align="center"| '''71,500'''
|align="center"| '''67,050'''
|}

{| class="toccolours" cellpadding="1" cellspacing="0" style="float: right; clear: both; margin: 0 0 1em 1em; text-align:right;"
|-
! colspan="3" bgcolor="#ccccff" style="background-color:#ccccff; padding-right:3px; padding-left:3px; font-size:110%; text-align:center" | Average Weekday Passengers<br /><small>(Metrorail only)</small>
|- style="font-size:95%; text-align:center"
! style="border-bottom:1px solid black" | Fiscal Year || style="border-bottom:1px solid black"| Ridership || style="border-bottom:1px solid black;" | {{abbr|%±|Percent change}}
|- style="text-align:center;"
| '''1984''' || {{formatnum: 16000 }} ||style="text-align:right; padding-right:15px"| <ref name="MRat30">{{cite news|url=http://www.miamiherald.com/news/local/community/miami-dade/article1964224.html|title=Miami's Metrorail at 30: Promises kept, promises broken|first=Alfonso |last=Chardy|date=May 11, 2014 |work=The Miami Herald|access-date=October 19, 2015}}</ref>
|- style="text-align:center;"
| '''1985''' || {{formatnum: 20000 }} ||style="text-align:right; padding-right:15px"| +20.0%
|- style="text-align:center;"
| '''1995''' || {{formatnum: 50400 }} ||style="text-align:right; padding-right:15px"| +60.3%
|- style="text-align:center;"
| '''1996''' || {{formatnum: 48100 }} ||style="text-align:right; padding-right:15px"| -4.6%
|- style="text-align:center;"
| '''1997''' || {{formatnum: 47300 }} ||style="text-align:right; padding-right:15px"| -1.6%
|- style="text-align:center;"
| '''1998''' || {{formatnum: 44871 }} ||style="text-align:right; padding-right:15px"| -5.2%
|- style="text-align:center;"
| '''1999''' || {{formatnum: 46774 }} ||style="text-align:right; padding-right:15px"| +4.2%
|- style="text-align:center;"
| '''2000''' || {{formatnum: 47256 }} ||style="text-align:right; padding-right:15px"| +1.0%
|- style="text-align:center;"
| '''2001''' || {{formatnum: 46664 }} ||style="text-align:right; padding-right:15px"| -1.3%
|- style="text-align:center;"
| '''2002''' || {{formatnum: 47064 }} ||style="text-align:right; padding-right:15px"| +0.9%
|- style="text-align:center;"
| '''2003''' || {{formatnum: 51248 }} ||style="text-align:right; padding-right:15px"| +8.9%
|- style="text-align:center;"
| '''2004''' || {{formatnum: 55294 }} ||style="text-align:right; padding-right:15px"| +7.9%
|- style="text-align:center;"
| '''2005''' || {{formatnum: 59700 }} ||style="text-align:right; padding-right:15px"| +8.0%
|- style="text-align:center;"
| '''2006''' || {{formatnum: 58358 }} ||style="text-align:right; padding-right:15px"| -2.2%
|- style="text-align:center;"
| '''2007''' || {{formatnum: 59708 }} ||style="text-align:right; padding-right:15px"| +2.3%
|- style="text-align:center;"
| '''2008''' || {{formatnum: 63710 }} ||style="text-align:right; padding-right:15px"| +6.7%
|- style="text-align:center;"
| '''2009''' || {{formatnum: 59992 }} ||style="text-align:right; padding-right:15px"| −6.2%
|- style="text-align:center;"
| '''2010''' || {{formatnum: 59900 }} ||style="text-align:right; padding-right:15px"| 0.0%
|- style="text-align:center;"
| '''2011''' || {{formatnum: 62559 }} ||style="text-align:right; padding-right:15px"| +4.4%
|- style="text-align:center;"
| '''2012''' || {{formatnum: 69100 }} ||style="text-align:right; padding-right:15px"| +10.5%
|- style="text-align:center;"
| '''2013''' || {{formatnum: 72700}} ||style="text-align:right; padding-right:15px"| +5.2%
|- style="text-align:center;"
| '''2014''' || {{formatnum: 74600}} ||style="text-align:right; padding-right:15px"| +2.6%
|}
{| class="wikitable sortable" style="text-align:center;"
! Year !! Annual passengers<br /><small>(with [[Metromover]])</small><ref>{{Cite web |url=http://www.apta.com/resources/statistics/Pages/RidershipArchives.aspx |title=Archived copy |access-date=August 5, 2012 |archive-url=https://web.archive.org/web/20111213031926/http://www.apta.com/resources/statistics/Pages/RidershipArchives.aspx |archive-date=December 13, 2011 |url-status=dead }}</ref> !! Average weekday passengers<br /><small>(with [[Metromover]])</small>
|-
| 1995 || 18,614,000 || 63,100
|-
| 1996 || 18,092,400 || 60,100
|-
| 1997 || 18,098,900 || 60,800
|-
| 1998 || 17,363,800 || 58,140
|-
| 1999 || 17,839,100 || 60,654
|-
| 2000 || 18,280,100 || 61,639
|-
| 2001 || 18,629,800 || 63,514
|-
| 2002 || 19,103,800 || 63,508
|-
| 2003 || 21,297,400 || 76,769
|-
| 2004 || 24,673,900 || 83,486
|-
| 2005 || 25,538,500 || 88,173
|-
| 2006 || 25,777,600 || 85,400
|-
| 2007 || 26,510,800 || 87,767
|-
| 2008 || 27,799,600 || 90,392
|-
| 2009 || 25,778,200 || 85,875
|-
| 2010 || 25,559,400 || 87,075
|-
| 2011 || 27,515,100 || 92,334
|-
| 2012 || 28,498,500 || 104,000
|-
| 2013 || 30,531,100* || 105,500*
|}
<nowiki>*</nowiki> Record high

===Ridership records===
{| class="wikitable sortable" style="text-align:center;"
! Date !! Passengers !! Remarks
|-
| May 20, 1984 || 150,000 || Inaugural day<ref name="MRat30"/>
|-
| June 24, 2013 || 117,000 || Miami Heat parade<ref name="HistoryCounty">{{cite web|url=http://www.miamidade.gov/transit/about_history_1990.asp|title=History 1990s|publisher=Miami-Dade County|access-date=January 5, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120301144645/http://www.miamidade.gov/transit/about_history_1990.asp|archive-date=March 1, 2012}}</ref>
|-
| January 1, 1991 || 101,000 || New Year's Day
|}

==See also==
*[[Transportation in South Florida]]
*[[List of metro systems]]
*[[List of United States rapid transit systems by ridership]]
*[[List of North American rapid transit systems by ridership]]
*[[List of Florida railroads]]

==Notes==
{{reflist|group=lower-alpha}}

{{clear}}

== References ==
{{reflist}}

==Further reading==

*{{cite book|title=Draft Environmental Impact Statement Metropolitan Dade County Rail Rapid Transit Project|last=Benjamin |first=Peter |publisher=US Department of Transportation / Urban Mass Transportation Administration|date=January 1978|location=[[Washington, D.C.]]|oclc=3713000}}
*{{cite book|title=Final Environmental Impact Statement Metropolitan Dade County Rail Rapid Transit Project| last=Taylor |first=John K. |publisher=US Department of Transportation / Urban Mass Transportation Administration |date=May 1978|location=Washington, D.C.|oclc=3990731}}

==External links==
{{Attached KML|display=title,inline}}
{{commons category-inline}}
* {{Official website}}
* {{cite web |url= http://www.cityrailtransit.com/maps/miami_map.htm |title= Miami Rail Transit network |date= June 2015 |publisher= City Rail Transit |quote= Map to scale }}

{{South Florida rail metro system}}
{{Greater Miami}}
{{FloridaTransSystems}}
{{USSubway}}

{{|0=2012-10-03 }}
[[Category:Metrorail (Miami-Dade County)| ]]
[[Category:Rapid transit in Florida]]
[[Category:1984 establishments in Florida]]
[[Category:Railway lines opened in 1984]]
[[Category:Transportation in Miami]]
[[Category:Transportation in South Florida]]
[[Category:750 V DC railway electrification]]
[[Category:Railway lines opened in 2012]]